Internal-combustion engine.



E. EASTHOPRJR. INTERNAL GOMBUSTION ENGINE. APPLICATION .FILED SEPT.23, 1909. 9763858. Patented Nov. 29, 1910.

/N VE N TUR Erw/es?? Ecwaojvece L BY N TOR/VE Y 'To all 'whom it may concern:

UNITED -STATES PATENT OFFICE. l l

ERNEST`EASTHOPE, JR., '0F VANCOUVER, :BRITISH COLUMBIA, CANADA..

Be it known that I, ERNEST AsTHoPE, Jr., a citizen of the Dominion of Canada, vresiding at Vancouver, in the'Province of British Columbia, Canada, have invented a new and useful Internal- Combustion Engine, of which the following a specification.

Thisinvention relates to an internal combustion engine of the two cycle type in which by the adoption of certain novel features in the construction and arrangement of the several parts of the engine I attain a more efficient scavenging from the cylinder ofthe residual inert products of the lastv explosion, a more direct and immediate introduction of the fresh charge of gas and air,

an Aair cushion absorption of the momentum of the piston during the downstroke, and in 'these improvements' the disposition of the pistons in relation to the connecting rod pin such that the piston. bearing on which is im` posed the greaterpart of the thrust due tol the angularity'of the connecting rod is removed some distancev from the explosion cylinder so that its lubricant is not exposed to the excessive heat thereof.

The invention is particularly described in the 4following specification, reference being made to the drawings by which it is accompanied, in which: L i

Figure 1 is a vertical section through an internal combustion engine of the two cycle class having a closed crank chamber showing the piston at the bottom of its stroke in which position it has exhausted the products of the explosion and has uncovered the port to admit a scavenging charge of compressed air throughzthe cylinder, and Fig. 2 shows a similar view of the same engine wher'ein the piston has commenced the upward stroke and has closed vthe scavenging port and .the

valve is opened to admit the explosive charge to be compressed during Athe .upstroke for the next explosion.

In these drawings 2 represents the explosion cylinder and 3 its piston, connected by a pistonv rod 4 and connecting rod 5 to the crank 6. The crank rotates in a closed crank chamber 7 between whichand the explosion cylinder 2 is a supplementary air compres# sloncylinder 8 in connectlonwith the crank 'chamber 7 and separated from the explosion cylinder 2 by a partition 9 through which the piston rod 4 is land-packed, access to which gland is provi ed by an opening 10 Ain l the wall of the cylinder. Within the supplevton 3 when at the'bottom of its stroke.

spcification of Letters Patent. Patented Nov, 29, 1910,

Application filed September `2 3, 1909. Serial No. 519,129.

mentary cylinder 8 is a piston 11 which is valve 13 from the external air and the in-L drawn air is delivered during the downstroke through a passage 14 uncovered by the pisi Into' the lowerend of the explosion cylinder 2 and below its piston 3z air orgasjand air is drawn through a suctlon valve l16 and this' air or gas is compressed during the downstroke of the engine and is delivered through a check valve 17 into a compression chamber a valve 20A controlled from the crank shaft into the explosion cylinder 2 through a port above but closely adjacent to the scavenging port 15. lThe valve 20 may be operated in any manner from the crank shaft of the engme .so that it'will be opened toadmit the compressed gas and air just after the piston has commenced its upstroke and as it is 4closing the scavenging port 15. In the drawing th1s valve 1sv shown as having a through portand rotatable by a chain gear from the crank shaft at half its speed which will 've an adm1ss1on for each revolution. T e suction vvalve 16 may draw from the carbureter 4or if thought advlsable the-carbureter may be introduced in the connection from'the bottom of the cylinder 2 to the compression chamber 18. v

In the operation' ofthe engine the downs-troke of the piston 3 under the force of the explosion compresses between that piston and the cylinder end 9 the gas and 'air or air alone according to the location of the` carbureter', drawn in throu h the suction 16 during the upstroke and d chamber 18. In the same movement the lower piston llcompresseswithin the crank chamber 7 the charge of airl drawn in throu h the suction valve 13. vAs the piston 3 reac es the lower end of its movement its upper edge. first uncovers the exhaust port 21'` and later after the products ofthe explosion have to a large extent escaped, the piston unthe piston moves up and is labout to close or` has closed thescavenging port 15 and the exhaust port 21, the valve 20 commencs to v18 from which a passage 19 delivers through i I elivers it through l the check valve 17 Vinto'. the compressioncovers the port l5 and the air compressed in open to deliver the charge of gas and air from the compression chamber 18 for the next explosion which gas and air being under compression will low rapidly in and fill the cylinder mixing with the scavenging air left therein instead of with an exhausted gas as is usual.A This charge iseompressed inrthe upper end of the explosion cylinder to be I pressure in the crank chamber is released before the piston reaches the bottom of its stroke or as soon as it begins to uncover the port 15, but the downward movement of the piston 3 is also checked by the ample area of its under side compressing the gas and air or air into the compression chamber 18 and this compression acts to retard the piston to the full end of the stroke. It will be noticed further as an advantageous incidental feature that the angular thrust of the connecting rod does not come upon the explosion piston 3 which owing to its heat cannot be emciently lubricated to withstand that lateral pressure, lbut upon the piston 11 which being separated from the explosion cylinder and exposed to a continual inow of external air is comparatively cool.

I am aware that prior to my invention attempts haveA been made to scavenge the ex- `plosion cylinder with pure air priorto the admission of the next charge but in all with which I am acquainted these attempts have been ineective in that the scavenging charge has been unable to pass through a considerable volume of port passages in which inert gas was pocketed so that the incoming charge. has been more or less dilutcd.-

Having now particularlyvdescribed my inventionA and the manner of its operation, I hereby declare that what I claim as new and desire to be protected in by Letters Patent, is

1. An explosion engine comprising a working cylinder inclosing an explosion chamber, aworking piston operating in said cylinder, a piston rod connected with said piston and projecting through the end of said cylinder, a crank case having an upwardly projected cylinder portion to which said working cylinder is secured and into which said piston.

rod projects, a supplemental piston in said crank case cylinder portion connected to said piston rod, said crank case cylinder por-4 tion having an opening above said supplemental piston to effect communication with the atmosphere, a valved air inlet to said crank case, a crank shaft having a crank working in said crank case, a connecting`rod between said supplemental piston and said crank, said working cylinder having an air inlet port, said working cylinder having an exhaust port opposite said inlet port, a pipe connection between said air inlet port of said working cylinder and said crank case, a working agent inlet port for the working -chamber of said working cylinder, said working cylinder also inclosing a pumping chamber, in which said working piston compresses working agent, a valved intake port to said pumping chamber and a valved outlet port for said pumping chamber, a reservoir connected with said valved outlet port of4 said pumping chamber, connection 'be- .tween said working agent inlet port` of said working chamber and said reservoir, a valve in said connection, and means connecting said valve with the crank shaft to operate the same.

2. In an internal combustion engine, a crank case having an upwardly projected cylinder portion, a piston operating in said upwardly projected cylinder portion, a crank shaft having a crank operating in said crank case, a valved intake for said crank case, a connecting rod between said piston and said crank, a working cylinder supported on and above said cylinder por tion of said crank case, said cylinder portion of said crank ease above said piston having an aperture to maintain atmospheric pressure within said crank ease cylinder portion above said piston, a working piston in said working cylinder dividing the same into a working chamber. and a pumping chamber, a connection between said working piston and said first named piston, an exhaust port for said working chamber, a piston controlled air inlet port for said working chamber, pipe connections between said air inlet port and said crank case, a valved intake or the pum ing chamber of said workin cylinder an a valved outlet from sai pumping chamber, said working cylinder havin a inlet or said working chamber in communication with said valved outlet of said pumping chamber, and a mechanically controlled valve for controlling the passage ofworking agent into said working chamber of said working cylinder, and means for operating said last named valve from said crank shaft.

3. An internal combustion engine comprising a crank case having a projecting cylinder portion open at one end, a closedV ended working cylinder secured to said cylinder portion to close the other end thereof, said crank case cylinder portion having an aperture to effect atmospheric pressure within said cylinder portion, a piston within said cylinder portion below said aperture, a crank shaft having a crank working in said crank case, a connecting rod between said iston controlled working agent piston and said crank,`a valved intake to said crank case, a working piston operating in said working cylinder and dividing it into a working chamber and a pumping chamber and a connection between said working piston and said piston in the crank case cylinder, said working cylinder having a piston controlled exhaust port and having a piston cont-rolled air inlet port and having a piston controlled working agent inlet port, pipe connections between saidair inlet port and said crank case, a reservoir, a valved pipe connection between said pumping chamber and said reservoir, a pipe connection between said reservoir and said working agent inlet port to said working chamber7 a rotary valve in said lastnamed pipe connection, and transmission gearing between said rotary valve and Said crank shaft.

4. In a gas engine, an explosion cylinder and its working piston, a closed crank chamber, al supplementary air compression cylinder in direct communication with. the crank chamber but separated from direct communication with the explosion cylinder, a piston in said supplementary cylinder, a rod -con nectingsaid pistons'together, a crank operating in said crank chamber, a connecting rod between said crank and said supplementary cylinder piston, a suction valve leading into the crank chamber, said eXplosion cylinder having a port which is uncovered by the working piston when at the lower extremity of its stroke, means for delivering compressed' air from said crank chamber into the explosion cylinder through said port, a suction valve connected to lead into the lower end of the explosion cylinder beneath its piston, a reservoir, a duct between the` lower end of thel explosion cylinder and said reservoir, -a`check valve in said duct, a -valve controlledduct between said reservoir and'said explosion cylinder, said explosion cylinder having a port adjacent to the port that is vin communication with the crank chamber with vwhich port said valve controlled duct communicates and means operated from the crank shaft for operating thevvalve'in said valve controlled duct.

In testimony whereof yI have signed my name to this specification in the presence of two subscribingwitnesses.

' ERNEST EASTHOPE, Jn., `Witnesses RowLAND BRITTAIN, ALEXANDER SMITH. 

